JP5297762B2 - Elevator safety equipment - Google Patents

Abstract

The invention provides a security device for elevator which can conveniently and highly precisely detect using a speed sensor in Doppler method. The speed sensor is installed on the installation block in a up-down symmetrical mode or a fore-aft symmetrical mode. The installation block is fixed to the elevator cage, and the two speed sensors are disposed so they have substantially the same irradiation angle with respect to the moving surface, and the security device for the elevator is disposed to correct of the irradiation angle according to the detection signal of the two speed sensors. Moreover, the computing device includes two signal processing devices connected with the speed sensor and a switch unit for outputting the output of the two speed sensors to arbitrary one of the signal process device, so that even one from the two speed sensors fails, the other speed sensor can perform highly precise speed detection with the same precision.

Description

  The present invention relates to an elevator safety device, and more particularly to an elevator safety device that includes a speed sensor directly on a car and operates an emergency stop device in accordance with a detected speed.

  Conventionally, as a method of detecting the speed of an elevator car, a method of attaching a Doppler sensor to the car has been cited. And the method of irradiating electromagnetic waves in the diagonal direction with respect to a running direction, making the distance of a reflective surface and a speed sensor constant, and making an error small is proposed (for example, refer patent document 1).

The reference also installs a governor sheave and encoder, a tensioner and a governor rope, and detects the speed of the car on the ground. And compared with the speed value of the speed sensor installed on the cage | basket | car, the slip of a sheave and a governor rope is determined.
WO2005 / 115903 (paragraph 26, FIG. 32)

  In the method of attaching the Doppler type speed sensor obliquely as described in Patent Document 1 described above, the reflecting surface of the speed sensor may be a guide rail or a hoistway wall, and the governor is installed in the hoistway. Since there is no need to attach a rope or rope, the system can be made low-cost. However, the Doppler type speed sensor has a problem that a slight deviation of the irradiation angle due to an attachment error causes a measurement error. The conventional one does not take this effect into account, and thus it is difficult to detect the speed with high accuracy.

  Also, if the deviation of the irradiation angle due to the speed sensor attachment error is calibrated with the conventional configuration, a method of calibrating the irradiation angle value of the speed sensor based on the car speed by the encoder attached to the sheave can be considered. It is done. However, in this case, it is necessary to minimize the amount that the rope slides with respect to the sheave. For this reason, a problem arises in that a large amount of labor and labor are required, such as the need to load a weight in the car and make the weights on the balance side and the car side the same.

  The present invention has been made from the above-described prior art, and an object of the present invention is to provide an elevator safety device that can easily perform highly accurate measurement using a Doppler type speed sensor.

To achieve the above object, the present onset bright calculates a speed sensor to receive the reflected wave irradiates the electromagnetic wave towards the moving surface from the car, the speed of the car from the Doppler shift of the reflected wave Safety of an elevator comprising an arithmetic device, an emergency stop device that operates by an electrical signal, and a control device that issues an operation command to the emergency stop device when the speed detected by the speed sensor exceeds a preset speed limit In the apparatus, two speed sensors are attached to a block fixed to the car in a vertically symmetrical or longitudinally symmetrical manner, and the two speed sensors are arranged so as to have substantially the same irradiation angle with respect to the moving surface, so as to calibrate the irradiation angle based on the detection signals of the two velocity sensors, and the two speed sensors, before sandwiching the guide rail Together are arranged symmetrically, it is characterized by irradiating an electromagnetic wave at substantially the same angle towards the front and rear of each of the guide rails.

In thus constituted present onset bright, to be substantially equivalent to the irradiation angle Place two speed sensors on the car, the irradiation angle of these based on the detection signals of the two velocity sensors, two speed sensors themselves Calibrate. That is, the inclination of the block is calculated based on the car speed, the speed component in the irradiation direction, the crossing angle of each speed sensor, and the angle between the perpendicular and the electromagnetic wave, and the irradiation angle of the two speed sensors is calibrated using this value as a calibration value. To do. Thus, highly accurate measurement can be easily performed using a Doppler type speed sensor. In addition, two speed sensors are arranged symmetrically with respect to the front and back of the guide rail, and electromagnetic waves are irradiated at substantially the same angle toward the front and back surfaces of the guide rail, respectively, based on the detection signals of the two speed sensors. It becomes possible to calibrate the irradiation angles of the two speed sensors themselves.

Further, in this onset bright, the block has a shape vertical cross-section is rectangular, the conjunction of two speed sensors mounted on the block in a positional relationship of the diagonal, the front and rear symmetrical with respect to the guide rail And electromagnetic waves are irradiated at substantially the same angle toward the front surface and the back surface of the guide rail, respectively .

Thus, in the configuration it was the onset bright, the block shape vertical section is rectangular, with mounting the two velocity sensors such that the positional relationship between the diagonal, arranged in the longitudinal symmetrical with respect to the guide rail. Thereby, it is possible to reliably arrange the two speed sensors so as to have substantially the same irradiation angle with respect to the moving surface .

  According to the present invention, by calibrating the irradiation angle of the speed sensor, it is possible to perform highly accurate measurement using a Doppler type speed sensor, thereby realizing a highly reliable elevator safety device. Can do. Further, since two speed sensors are arranged in the car and the irradiation angles of the two speed sensors themselves are calibrated based on the detection signals of these two speed sensors, labor and labor are required as in the past. Therefore, it is possible to easily calibrate the irradiation angle of the speed sensor. Furthermore, even if one of the speed sensors breaks down, the other speed sensor can detect the speed with high accuracy with the same accuracy, so that a highly reliable safety device can be constructed.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an elevator safety device according to the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram showing a first embodiment of an elevator safety device according to the present invention, FIG. 2 is a front view showing a configuration of a speed sensor, a shape of an electromagnetic wave, and an irradiation angle, and FIG. FIG. 4 is a front view showing a tilt angle calibration method, FIG. 5 is a front view showing an irradiation angle measurement method, and FIG. 6 is an explanatory view showing the structure of a movable reflecting surface. 7 is a configuration diagram showing an outline of the arithmetic device, FIG. 8 is a PAD diagram showing processing of the arithmetic device during calibration, FIG. 9 is a PAD diagram showing processing of the arithmetic device during operation, and FIG. 10 shows processing of the control device. A PAD diagram and FIG. 11 are explanatory diagrams showing a setting example of a speed limit.

  As shown in FIG. 1, the safety device for an elevator according to the first embodiment installs guide rails 2 over the hoistway 1 and guides guide rollers 4 attached to the upper and lower sides of the car 3. The rope 5 is wound around the sheave 6 and the baffle 7 at the upper part of the hoistway 1, and both ends are hung down, one end is fixed to the car 3, and the other end is fixed to the counterweight 8. By driving the sheave 6 with the motor 9, the car 3 moves up and down along the guide rail 2.

  Then, speed sensors 11 </ b> A and 11 </ b> B are attached to the side surface of the car 3 via the block 10. The speed sensors 11 </ b> A and 11 </ b> B irradiate the reflecting surface 12 at a certain distance from the side surface of the car 3 with electromagnetic waves. The reflecting surface 12 may be the wall of the hoistway 1 or the guide rail 2.

  The block 10 to which the speed sensors 11A and 11B are attached is a triangular prism having a substantially isosceles triangular shape in which the vertical angle of the vertical section is an acute angle. In the first embodiment, the triangular vertex is chamfered, so that it is a polygon. Using the block 10 having such a shape, the speed sensors 11A and 11B are attached to the inclined surface equivalent to the long side of the approximately isosceles triangle. A vertical plane corresponding to the base of a substantially isosceles triangle is attached to the car 3.

  Further, the car 3 is provided with an arithmetic device 13 that calculates the speed of the car 3 from the detection signals of the speed sensors 11A and 11B, and a predetermined speed (for example, 1.4 times the rated speed) set in advance. A control device 15 is provided for outputting an operation command signal to the emergency stop device 14 when it exceeds the limit, and the lower side surface of the car 3 operates in response to the input of the operation command signal to grip the guide rail 2. An emergency stop device 14 for braking the car 3 is installed.

  The safety device is configured as described above, and when the car 3 is abnormally accelerated due to some failure, the safety device 14 operates to emergency stop the car 3.

  Here, the structure and measurement principle of a single sensor will be described with reference to FIG. In FIG. 2, only the speed sensor 11A is shown for convenience, but the speed sensor 11B has the same structure.

  The speed sensor 11A emits the electromagnetic wave 16 emitted from the transmission / reception antenna 17 to the reflecting surface 12 at a uniform irradiation angle θA with directivity by the primary lens 18 and the secondary lens 19.

The speed sensor 11A irradiates the reflection surface 12 with the electromagnetic wave 16 at a predetermined irradiation angle θA, and the speed sensor 11B irradiates the reflection surface 12 with the electromagnetic wave 16 at a predetermined irradiation angle θB to generate a reflected wave. The speed v is detected by receiving. Assuming that the transmission frequency is f0, the frequency of the reflected wave is shifted by the frequency fd shown in Equation 1 by the Doppler effect.

Here, c in Equation 1 is the speed of light. Therefore, the Doppler shift frequency fd can be calculated by performing signal processing such as FFT (Fast Fourier Transform) on the reflected wave, and the velocity v can be calculated using Equation 2 obtained by modifying Equation 1. .

  As can be seen from Equation 1, the magnitude of the frequency shifted by the Doppler effect changes depending on the irradiation angle θ, which affects the speed resolution of the speed sensors 11A and 11B. Therefore, when it is desired to detect the speed with the same accuracy in the two speed sensors 11A and 11B, it is desirable to make the irradiation angles θA and θB the same. Further, by arranging the two speed sensors 11A and 11B symmetrically in the vertical direction and making the irradiation angles θA and θB substantially the same, even if one of the speed sensors 11A and 11B fails, the other has the same accuracy. By making it possible to detect the speed, the reliability as a safety device is improved.

  Further, as can be seen from Equation 2, in order to calculate the car speed with high accuracy, it is necessary to reduce the error of the irradiation angle θ. However, even if the speed sensors 11A and 11B are attached with high accuracy, a slight deviation occurs. Therefore, in the present invention, the irradiation angles θA and θB of the speed sensors 11A and 11B are calibrated to eliminate the influence of attachment errors and the like.

  Here, the inclinations of the speed sensors 11A and 11B are expressed by the roll angle α, the yaw angle β, and the pitch angle γ, and the influence on the measurement error will be described with reference to FIG.

  Since the elevator car 3 runs on the guide rail 2 installed with high accuracy, the fluctuation range of the inclination of each axis during running is less than ± 1 degree, and the measurement error caused by this is an allowable range of about 0.01 m / s. It is.

  On the other hand, since the mounting error of the speed sensors 11A and 11B is relatively large, detailed description will be given below. First, the yaw angle β and the pitch angle γ do not affect the irradiation angles θA and θB, and therefore do not affect the measurement. Only the roll angle α directly affects the measurement because it directly affects the irradiation angles θA and θB. Therefore, in order to detect the car speed with high accuracy, it is necessary to calibrate the set values of the irradiation angles θA and θB after the speed sensors 11A and 11B are attached to the car 3.

  Hereinafter, a method of calibrating the irradiation angles θA and θB of the speed sensors 11A and 11B will be described with reference to FIG.

  As described above, the two speed sensors 11A and 11B are attached to the block 10 symmetrically in the vertical direction, and when the inclination ψ of the block 10 is 0 degree, the irradiation angles are θA and θB, respectively. Here, the irradiation angles θA and θB are set to substantially the same angle in order to make the resolutions of the two speed sensors 11A and 11B approximately the same. The angle at which the axes of the two electromagnetic waves intersect is θC (hereinafter referred to as the intersection angle θC), and the angles formed by the perpendicular to the reflecting surface 12 and the electromagnetic waves are θCA and θCB (hereinafter, perpendicular and electromagnetic wave angles θCA and θCB). ). These angles are measured with high accuracy in advance by a method described later.

  When the block 10 is attached to the car 3, the block 10 and the speed sensors 11A and 11B are inclined by ψ due to an attachment error or the like. In order to remove this influence, a method for obtaining the calibration values ψ of the irradiation angles θA and θB will be described below.

First, the velocity components in the upper and lower irradiation directions are calculated using Equations 3 and 4.

Next, the velocity v is calculated by Equation 5 from the velocity components vA and vB in the respective irradiation directions and the intersection angle θC of these velocity vectors.

Next, the slope ψ of the block 10 is calculated by Equation 6 from the velocity v, the velocity component vA, the intersection angle θC, and the perpendicular / electromagnetic wave angle θCA.

Then, the inclination ψ of the block 10 obtained by Expression 6 is set as a calibration value, and the irradiation angle θ in Expression 2 is calibrated. That is, in Expression 2 for obtaining the speed v, the irradiation angle θ of the speed sensor 11A is given as θA ′ of the following Expression 7.

Similarly, the irradiation angle θ of the speed sensor 11B is also given as θB ′ in the following equation 8.

  Next, a method of obtaining the crossing angle θC at which the irradiation angles θA and θB and the electromagnetic wave axes 16A and 16B of the two speed sensors 11A and 11B intersect will be described with reference to FIG.

First, the bottom surface of the block 10 is attached to a precision-processed jig 20 and fixed to a horizontal plane 22 so that the horizontal movable reflecting surface 21 and the jig 20 are in parallel. The structure of the horizontal movable reflecting surface 21 will be described later. In this state, the movable reflecting surface 21 is moved at a known reference speed v0, and the reflected waves are measured by irradiating the speed sensors 11A and 11B with electromagnetic waves having a frequency f0. When the Doppler shift frequency of the reflected wave is fd, the irradiation angle θ can be calculated by Expression 9 obtained by modifying Expression 1.

  Using this equation 9, the irradiation angles θA and θB of the two upper and lower speed sensors 11A and 11B are calculated, and the perpendicular and electromagnetic wave angles θCA and θCB formed with the perpendicular to the movable reflecting surface 21 are obtained. The intersection angle θC at which the axes 16A and 16B intersect is obtained.

  The angle values obtained by the above method, that is, the irradiation angles θA, θB, and the crossing angle θC are used when the value of the irradiation angle θ in Equation 2 is calibrated as described above. Therefore, the angle information is managed by attaching identification numbers to the speed sensors 11A and 11B and the block 10. That is, the number of the combined speed sensors 11A and 11B and the number of the block 10 are recorded so that the angle information can be referred to. In addition, since the value of the angle obtained once changes when the speed sensors 11A and 11B are removed from the block 10, it is necessary to bring the angle sensor to the assembly site of the car 3 while it is attached to the block 10 and attach it to the car 3 as it is. .

  Here, the structure of the horizontal movable reflecting surface 21 will be described with reference to FIG.

  As the movable reflecting surface 21, a horizontal plate 21A having a sufficient size is used. The horizontal plate 21A is supported by a ball 23 attached to a horizontal base 22 so as to be movable in the depth direction in the figure, and the speed is controlled with high accuracy. Then, the block 10 to which the speed sensors 11A and 11B are attached is fixed at a predetermined position, and a known speed is measured.

  Next, details of the configuration of the arithmetic unit 13 will be described with reference to FIG.

  As shown in FIG. 7, the arithmetic device 13 is provided with independent signal processing devices 27A and 27B, and two speed sensors 11A and 11B are respectively connected via switching means, for example, two switches 28. The two signal processing devices 27A and 27B are connected. The signal processing devices 27 </ b> A and 27 </ b> B calculate the car speed by the calculation method described above, and output the speed value to the control device 15. Further, the fact that the speed calculation has been completed normally and error information are output to the control device 15. The outline of the arithmetic unit 13 is as described above, and two types of processing are performed by switching the double switch 28.

  Here, as the first process, the process of the arithmetic unit 13 during calibration will be described with reference to FIG.

  Calibration is performed with the double switch 28 of the arithmetic unit 13 turned on (STEP 1). In this way, the arithmetic unit 13 inputs the output signals of both the speed sensor 11A and the speed sensor 11B (STEP 2). First, the velocity v is calculated by the method described above (STEP 3). If the speed calculation result is non-numeric NULL due to failure of the speed sensors 11A and 11B (STEP 4), the content of the error information is set to “false“ F ”” (STEP 5). On the other hand, when a numerical value is obtained and is normal, it is set to “true“ T ”” (STEP 6), and further, an irradiation angle calibration value ψ is calculated (STEP 7). The calculated calibration value ψ is stored and stored in the memory of the arithmetic unit 13 itself (STEP 8). Then, the measured speed v and an error message are output to the control device 15 (STEP 9), and the safety device is activated when an abnormal speed is detected even during the calibration operation.

  Next, the process of the arithmetic unit 13 at the time of driving | operation is demonstrated based on FIG.

  During normal operation, the double switch 28 is turned off (STEP 1). Thereby, the safety device of an elevator will be in the state provided with two independent speed sensors 11A and 11B. At this time, unlike the calibration described above, only the signal of one speed sensor corresponding to each of the signal processing devices 27A and 27B, for example, the speed sensor 11A, is input during operation (STEP 2). Then, as described above, the speed v is calculated by Equation 2. At this time, the value calibrated with the calibration value ψ is used as the irradiation angle θ (STEP 3). Depending on the speed calculation result, “true“ T ”” or “false“ F ”” is set in the error information (STEP 5) and (STEP 6). Finally, the speed v and the error message are output to the control device (STEP 7).

  Here, the process of the control apparatus 15 is demonstrated based on FIG.

  The control device 15 inputs the speed v and the error message from the two signal processing devices 27A and 27B of the arithmetic device 13. In FIG. 10, the speed detected by the speed sensor 11A is indicated by vA, the error message is indicated by “err_msgA”, the speed detected by the speed sensor 11B is indicated by vB, and the error message is indicated by “err_msgB” (STEP 1) and (STEP 2). If both of the error messages are “true“ T ””, the detection value of one of the speed sensors is adopted (STEP 3) and (STEP 4). When one error message is “false“ F ””, the detection speed of the error message “true“ T ”” is adopted, and the other is invalidated. At this time, the control device 15 may report a one-side sensor abnormality to the remote monitoring room (STEP 3), (STEP 5), (STEP 6). On the other hand, when both error messages are “false“ F ””, the control device 15 performs an emergency stop by issuing a motor stop command or the like (STEP 3), (STEP 7). Moreover, the control apparatus 15 sets a speed limit according to the position of an elevator so that it may demonstrate later (STEP8). Then, when the speed v obtained by the speed sensors 11A and 11B is larger than the speed limit vlim, it is determined that the speed is abnormally increased, and an operation command is output to the emergency stop device 14 to emergency stop the car 3 (STEP 9). (STEP 10).

  Next, a setting example of the speed limit will be described based on FIG.

  As shown in FIG. 11, the speed limit vlim is set according to the position of the car 3. In the figure, the horizontal axis indicates the height position of the car 3, and the vertical axis indicates the operation speed vc and the limit speed vlim. In the position near the lowest floor B and the top floor P, the operation speed vc gradually decreases, and an example of operation at the rated speed vr in the middle floor area is shown. The control device 15 sets the speed limit vlim on the intermediate floor to 1.4 times the rated speed vr, for example, and sets the speed limit vlim to a lower value as the position is closer to the terminal floors B and P.

  According to the first embodiment, by calibrating the irradiation angle of the speed sensors 11A and 11B, it is possible to perform highly accurate measurement using a Doppler type speed sensor. A safety device can be realized. Further, since the two speed sensors 11A and 11B are arranged in the car 3, and based on the detection signals of the two speed sensors 11A and 11B, the irradiation angles of the two speed sensors themselves are calibrated. Thus, the irradiation angle of the speed sensor can be easily calibrated without requiring labor and labor. Furthermore, since calibration can be performed at any time during operation, it is possible to cope with changes in the irradiation angle due to secular changes such as loosening of the fixed part and minute deformation. Furthermore, even if any one of the speed sensors breaks down, the other speed sensor can detect the speed with high accuracy with high accuracy, so that a highly reliable safety device can be constructed.

  FIG. 12 is a block diagram showing a second embodiment of the elevator safety apparatus according to the present invention. In addition, the same code | symbol is attached | subjected to the thing equivalent to what was mentioned above.

  The elevator safety device according to the second embodiment shown in FIG. 12 has speed sensors 11A, 11B arranged symmetrically. In this case, both reflecting surfaces 12 are necessary. In the second embodiment, the speed sensors 11A and 11B are arranged symmetrically before and after the car 3 so that the front and back surfaces of the guide rail 2 are reflecting surfaces. Note that the irradiation angles θA and θB, the perpendicular and electromagnetic wave angles θCA and θCB formed with the perpendicular to the reflecting surface 12, and the electromagnetic wave intersection angle θC can be defined in the same manner as described above in the vertically symmetrical manner. Therefore, the measurement method is exactly the same.

  FIG. 13: is a block diagram which shows 3rd Embodiment of the safety device of the elevator which concerns on this invention. In addition, the same code | symbol is attached | subjected to the thing equivalent to what was mentioned above.

  The elevator safety apparatus according to the third embodiment shown in FIG. 13 uses a block 10 having a rectangular vertical cross section. Two speed sensors 11A and 11B are attached to the block 10 in a diagonal positional relationship. Then, by tilting the block 10, the speed sensors 11 </ b> A and 11 </ b> B are disposed symmetrically in the front-rear direction with the guide rail 2 interposed therebetween. Note that the irradiation angles θA and θB, the perpendicular and electromagnetic wave angles θCA and θCB formed with the perpendicular to the reflecting surface 12, and the electromagnetic wave intersection angle θC can be defined in the same manner as described above in the vertically symmetrical manner. Therefore, the measurement method is exactly the same.

1 is a schematic configuration diagram illustrating a first embodiment of an elevator safety device according to the present invention. It is a front view which shows the structure of a speed sensor, the shape of electromagnetic waves, and an irradiation angle. It is an elevation view showing the relationship between the inclination angle of the car and the speed sensor. It is a front view which shows the calibration method of an inclination angle. It is a front view which shows the measuring method of an irradiation angle. It is explanatory drawing which shows the structure of a movable reflective surface. It is a block diagram which shows the outline of an arithmetic unit. It is a PAD figure which shows the process of the arithmetic unit at the time of calibration. It is a PAD figure which shows the process of the arithmetic unit at the time of a driving | operation. It is a PAD figure which shows the process of a control apparatus. It is explanatory drawing which shows the example of a setting of a speed limit. It is a block diagram which shows 2nd Embodiment of the safety device of the elevator which concerns on this invention. It is a block diagram which shows 3rd Embodiment of the safety device of the elevator which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hoistway 2 Guide rail 3 Car 10 Block 11A, 11B Speed sensor 12 Reflecting surface 13 Arithmetic device 14 Emergency stop device 15 Control device 27A, 27B Signal processing device 28 Double switch (switching means)

Claims (2)

A speed sensor that radiates electromagnetic waves from the car toward the moving surface and receives the reflected wave; an arithmetic device that calculates the speed of the car from the Doppler shift amount of the reflected wave; and an emergency stop device that operates by an electrical signal An elevator safety device comprising: a control device that issues an operation command to the emergency stop device when a speed detected by the speed sensor exceeds a preset speed limit;
Two speed sensors are attached to a block fixed to the car in a vertically symmetric or longitudinally symmetrical manner, and these two speed sensors are arranged so as to have substantially the same irradiation angle with respect to the moving surface. The irradiation angle is calibrated based on a detection signal of the sensor , and the two speed sensors are arranged symmetrically with respect to the front and back of the guide rail, respectively, with the guide rail interposed therebetween. An elevator safety device characterized by irradiating electromagnetic waves at the same angle . The block has a shape having a rectangular vertical cross section, the two speed sensors are attached to the block in a diagonal positional relationship, and are arranged symmetrically with respect to the front and rear sides of the guide rail. The elevator safety device according to claim 1 , wherein the electromagnetic wave is irradiated at substantially the same angle toward the front surface and the back surface .

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